EP2048408A1 - Stoßdämpfer eines Fahrzeugs - Google Patents

Stoßdämpfer eines Fahrzeugs Download PDF

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Publication number
EP2048408A1
EP2048408A1 EP08017090A EP08017090A EP2048408A1 EP 2048408 A1 EP2048408 A1 EP 2048408A1 EP 08017090 A EP08017090 A EP 08017090A EP 08017090 A EP08017090 A EP 08017090A EP 2048408 A1 EP2048408 A1 EP 2048408A1
Authority
EP
European Patent Office
Prior art keywords
chamber
damper
channel
compression chamber
shock absorber
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP08017090A
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English (en)
French (fr)
Other versions
EP2048408B1 (de
Inventor
Vincent Lassus
Benjamin Talon
Cédric Lopez
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Airbus Helicopters SAS
Original Assignee
Eurocopter France SA
Eurocopter SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Eurocopter France SA, Eurocopter SA filed Critical Eurocopter France SA
Publication of EP2048408A1 publication Critical patent/EP2048408A1/de
Application granted granted Critical
Publication of EP2048408B1 publication Critical patent/EP2048408B1/de
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B64C25/18—Operating mechanisms
    • B64C25/22—Operating mechanisms fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/06—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid
    • F16F9/063—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using both gas and liquid comprising a hollow piston rod
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/02—Undercarriages
    • B64C25/08—Undercarriages non-fixed, e.g. jettisonable
    • B64C25/10—Undercarriages non-fixed, e.g. jettisonable retractable, foldable, or the like
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B64—AIRCRAFT; AVIATION; COSMONAUTICS
    • B64C—AEROPLANES; HELICOPTERS
    • B64C25/00—Alighting gear
    • B64C25/32—Alighting gear characterised by elements which contact the ground or similar surface 
    • B64C25/58—Arrangements or adaptations of shock-absorbers or springs
    • B64C25/60—Oleo legs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/10—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium using liquid only; using a fluid of which the nature is immaterial
    • F16F9/14—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect
    • F16F9/16—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts
    • F16F9/18—Devices with one or more members, e.g. pistons, vanes, moving to and fro in chambers and using throttling effect involving only straight-line movement of the effective parts with a closed cylinder and a piston separating two or more working spaces therein
    • F16F9/185—Bitubular units
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
    • F16F9/00—Springs, vibration-dampers, shock-absorbers, or similarly-constructed movement-dampers using a fluid or the equivalent as damping medium
    • F16F9/32—Details
    • F16F9/48—Arrangements for providing different damping effects at different parts of the stroke

Definitions

  • the present invention relates to a damper of a vehicle including a damper arranged on the landing gear of a rotorcraft.
  • the invention is therefore in the technical field of dampers and more particularly in the technical field of the rotorcraft landing gear dampers.
  • the document FR553667 discloses a first damper comprising a piston provided with a head through which there is a through rod, said through rod having an upper rod and a lower rod on either side of the piston head.
  • the piston head then slides in a compression chamber of the damper, the lower and upper rods of the piston being respectively in the lower part and the upper part of the compression chamber.
  • the compression chamber comprises a plurality of radial bores, arranged longitudinally on its periphery, these radial bores opening on a channel connecting the upper part of the compression chamber to its lower part. It is noted that each bore is closed by a valve.
  • the piston When the damper is stressed in compression, the piston performs a translational movement and expels the fluid contained in the upper part of the compression chamber via the radial bores.
  • the piston head hides the radial bores one after the other, as the piston progresses in the compression chamber. Therefore the fluid leakage section decreases with the progression of the piston which allows to gradually increase the damping generated by the damper.
  • This first damper therefore fulfills a damper function. Nevertheless, if the piston moves at low speed, it is understood that the damping will be almost non-existent. In addition, being inversely proportional to the size of the bores, a large bore easily achievable induces a low damping.
  • the document FR2601097 has a second damper provided with a piston sliding tightly inside a compression chamber.
  • the piston being of cylindrical shape, the lower base of the piston penetrating into the compression chamber is provided with longitudinal orifices.
  • the piston rod encloses elastic means in contact with the hydraulic chamber.
  • the piston moves quickly which induces a rolling of the fluid of the compression chamber.
  • This second damper therefore makes it possible to fulfill a damping function, both as a function of the speed of movement of the piston but also as a function of its displacement, due to the longitudinal openings and the elastic means respectively.
  • this second damper does not provide radial bores of variable section, the longitudinal openings are not intended to be particularly closed. The rolling of the fluid, and the resulting damping, can not be modulated and adapted to the situation encountered with such bores.
  • the second damper is equipped with a rolling needle performing a similar function.
  • first damper would not be usable in the context of the second damper, the rolling orifices being on the one hand longitudinal and not radial, and, on the other hand, arranged on the piston itself, this piston can not hide its own holes.
  • the present invention aims to provide a damper of a vehicle, and particularly a rotorcraft, for generating a damping proportional to the displacement and the driving speed of the piston of the damper, the damping necessarily becoming progressive and soft .
  • a damper is provided with a body in which is arranged an annular compression chamber. This body surrounds and surrounds an annular compression chamber.
  • This damper is also provided with at least one pneumatic compensation chamber and a control piston movable relative to the body, the control piston having a rod protruding from the body of the damper and a sliding head. in the compression chamber.
  • the invention is remarkable in that, the compression chamber secured to the body having a radial opening of variable section in operation as a function of the movement of the piston, this damper is provided with a hydraulic compensation chamber which accommodates a first fluid driven from the annular compression chamber through the radial opening with variable section during a displacement of the control piston.
  • the control piston drives the first fluid of the compression chamber through the radial opening of variable section.
  • the rolling of this first fluid causes damping of the stress experienced by the damper.
  • the first fluid is then directed to a hydraulic compensation chamber.
  • the total section of the radial opening being variable, the damping will be progressive, this damping being more and more important as the control piston head enters the compression chamber.
  • the damper is provided with a pneumatic compensation chamber.
  • This pneumatic chamber makes it possible, on the one hand, to compensate for the displacement of the first fluid during compression of the damper by increasing the volume of the hydraulic compensation chamber and, on the other hand, to provide a minimum guard for the vehicle equipped with the invention.
  • the pneumatic compensation chamber makes it possible for the control piston to completely expel the first fluid from the compression chamber by blocking the control piston in a static position.
  • the hydraulic compensation chamber is arranged inside the rod of the control piston.
  • variable-section radial opening comprises a plurality of radial bores, formed in the compression chamber and arranged in a longitudinal direction of the annular compression chamber.
  • the radial bores are then masked successively by the control piston when the control piston moves, more precisely when the control piston head sinks into the compression chamber due to compression of the damper.
  • the radial bores are made in a helix.
  • a given point of the control piston does not pass in front of the entirety of the bores, which dramatically reduces the wear of the piston.
  • the control piston masking the radial bores of the compression chamber one after the other during the compression of the damper, the radial opening has a section which decreases as the control piston moves.
  • the leakage section of the first fluid varies decreasing during compression of the damper which leads to a progressive damping, this damping becoming more and more important.
  • annular compression chamber being provided with a cylindrical inner wall and a cylindrical outer wall, the inner wall surrounds a hollow cylindrical tube forming a first channel, this first channel for connecting the compression chamber and the hydraulic compensation chamber.
  • the inner wall is separated from the longitudinal axis of the compression chamber by a first distance less than a second distance between the outer wall of the compression chamber.
  • the hollow cylindrical tube is secured to the inner wall, the compression chamber and the cylindrical tube forming for example a single mechanical part.
  • the hollow cylindrical tube can protrude from the compression chamber and sink into the rod of the control piston.
  • the first channel opens on the hydraulic compensation chamber and can therefore bring the first fluid to the hydraulic compensation chamber.
  • the annular compression chamber being provided with a cylindrical inner wall and a cylindrical outer wall, the radial opening of variable section is formed in the outer wall.
  • the damper comprises a second channel for hydraulically connecting the variable-section radial opening to the first channel, this second channel being arranged between the body of the damper and the chamber of compression.
  • the first fluid therefore leaves the compression chamber through the radial opening of variable section and then passes successively through the second and the first channel before reaching the hydraulic compensation chamber.
  • the annular compression chamber being provided with a cylindrical inner wall and a cylindrical outer wall, the inner wall surrounding a hollow cylindrical tube forming a first channel, the radial opening with a variable section is formed in the inner wall and the cylindrical tube.
  • the radial opening with variable section then opens directly on the first channel.
  • the damper is provided with a first pneumatic compensation chamber disposed inside the rod of the control piston being arranged between a bottom of this rod and the hydraulic compensation chamber.
  • a first divider can separate the first pneumatic compensation chamber from the hydraulic compensation chamber.
  • the first fluid is oil
  • the first pneumatic compensation chamber being filled with a pressurized gas.
  • the first divider thus prevents the gas from mixing with the oil.
  • the first divider seems less important if the first pneumatic compensation chamber is filled with an elastomer.
  • the first divider can be made using a first movable divider piston, or with a deformable membrane depending on the pressure exerted on the latter.
  • a membrane instead of a mobile divider piston is then particularly inventive since it avoids the use of a moving part likely to generate leakage or premature wear due to friction generated.
  • the damper comprises a second pneumatic chamber.
  • the second pneumatic compensation chamber is thus disposed outside the control piston.
  • a second divider separates the second compensation pneumatic chamber from the second channel.
  • the second divider can be achieved using a second movable divider piston, or with a deformable membrane according to the pressure exerted on the latter.
  • the damper comprising a first and a second pneumatic compensation chamber, a pneumatic chamber is at low pressure while the other pneumatic chamber is at high pressure.
  • the first pneumatic compensation chamber is filled with a low pressure gas, between 4 and 10 bar, while the second pneumatic compensation chamber is filled with a high pressure gas, between 25 and 100 bar. .
  • damper is defined using a simple law of spring, this spring law will be sized according to the maximum mass achievable by the aircraft. As a result, the control piston of the damper can travel an extremely small distance which induces a limited damping.
  • the damper is provided with a first and a second pneumatic chambers.
  • the first pneumatic chamber being filled with a gas at low pressure, this first chamber may initially be compressed which allows the control piston to move and finally generate the desired damping.
  • the second air chamber will be biased and will lock the control piston in a static position to ensure minimal ground clearance for the vehicle.
  • the damper advantageously comprises a means of expansion and compression allowing the control piston to move.
  • the damper comprising a hollow cylindrical tube whose one end opens on the hydraulic compensation chamber, the expansion and compression means is provided with a disc arranged at this end of the cylindrical tube, the disc being hollowed in its center so as not to closing the first channel formed by the cylindrical tube and having an outer periphery having a sealed contact with the inside of the rod of the control piston.
  • the expansion and compression means comprises at least a first non-return valve, possibly calibrated, closing at least a first calibrated perforation of the disc.
  • the expansion and compression means is provided with at least a second non-return valve, possibly calibrated closing at least a second calibrated perforation of the control piston head, the second perforations for connecting the chamber compression and a relief chamber formed inside the control piston between the disk and the head.
  • control piston head tends to move away from the disk of the expansion and compression means.
  • the volume of the expansion chamber increases which generates a depression in this relaxation chamber.
  • the first fluid can then pass from the first hydraulic compensation chamber to the expansion chamber which allows the control piston to move.
  • control piston head approaches the disk of the expansion and compression means.
  • the pressure of the first fluid in this expansion chamber increases.
  • the first fluid contained in the expansion chamber then pushes the second non-return valve and thus enters the compression chamber.
  • the first fluid contained in the hydraulic compensation chamber returns to the chamber of compression by borrowing the first channel, and possibly the second channel according to the chosen embodiment.
  • the first fluid thus returns to the compression chamber which allows the control piston to return to its original position.
  • the figure 1 has a section of a damper 1 according to a first embodiment comprising a body 2 in which slides a control piston 4.
  • this body 2 encloses an annular compression chamber 3 and cylindrical, the lower base 3 "'of this compression chamber being secured to the body 2.
  • the compression chamber 3 is fixed relative to the body 2 which receives it.
  • control piston 4 is provided with a rod 5 provided with a head 6 on one side and a bottom 7 on the other side.
  • the head 6 of the control piston 4 is then arranged in the annular compression chamber 3.
  • the head 6 of the control piston 4 is able to perform a translation movement along the longitudinal axis AX of the compression chamber 3, by sliding in this compression chamber 3.
  • the control piston 4 is therefore movable relative to to the body 2.
  • the inner wall 3 'of the compression chamber surrounds a hollow tube 20 which forms a first channel, this inner wall 3' being the side wall of the compression chamber 3 closest to the longitudinal axis AX.
  • the inner wall 3 'of the compression chamber is secured to the hollow tube 20, which is therefore immobile relative to the body, the compression chamber 3 and the hollow tube may constitute a single mechanical part.
  • the hollow tube 20 protrudes from the compression chamber 3 on the bottom side 7 of the control piston 4, so as to penetrate deeper into the rod 5 of the control piston 4.
  • the annular compression chamber is provided with a variable section opening 8.
  • This variable section opening then has a plurality of radial bores 8 'disposed one above the other along the longitudinal axis AX.
  • these radial bores are formed on an outer wall 3 "of the compression chamber, the outer wall of the compression chamber being the side wall furthest from the longitudinal axis.
  • the outer wall 3 "and the upper base 3" “of the compression chamber not being in contact with the body 2 the radial bores 8 'open on a second channel 22, this second channel 22 being disposed between the body 2 and the outer wall 3 "of the compression chamber 3 and between the body 2 and the upper base 3" “of the compression chamber 3.
  • the second channel 22 then opens onto the first channel 21, so as to connect this first channel 21 with the variable-section radial opening 8.
  • the radial bores 8 ' are formed on the inner wall 3' of the compression chamber and on the cylindrical tube, a bore of the inner wall being opposite a bore of the cylindrical tube.
  • the second channel 22 becoming unnecessary, the outer wall 3 "and the upper base 3" "of the compression chamber 3 can be secured to the body 2 for example.
  • the first channel opens onto a hydraulic compensation chamber 10 arranged inside the rod 5 of the control piston 4.
  • This compensation hydraulic chamber 10 is then separated from a first pneumatic compensation chamber 30 by a first movable divider 31, made using a first divider piston or an elastomeric membrane for example.
  • the first pneumatic compensation chamber 30 is also arranged inside the rod 5 of the control piston 4, in particular being adjacent to the bottom 7 of the control piston 4.
  • the first divider is optional, this first divider being for example unnecessary if the first pneumatic compensation chamber 30 is composed of an elastomer material. Indeed, the first divider has the function of preventing the fluid or the material filling the first pneumatic compensation chamber 30 from moving and mixing with the fluid filling the hydraulic compensation chamber 10.
  • the damper 1 is able to dampen shocks, such as shocks to a rotorcraft landing gear.
  • the damper 1 is then arranged on the leg of this landing gear.
  • the rod 5 of the control piston 4 protruding from the body 2 of the damper, this rod 4 can thus be fixed to the rocket of a wheel.
  • the first fluid, oil, contained in the compression chamber 3 then escapes to the radial opening of variable section 8.
  • control piston moves at a medium or fast speed of the order of 0.1 to 2 meters per second, the rolling of the first fluid through the variable-section radial opening 8 generates shock absorption due to the 'landing.
  • the radial bores 8 'of the radial opening 8 of variable section are hidden one after the other by the head 6 of the control piston 4.
  • the leakage section of the first fluid decreases as and when measuring the progress of the control piston 4 which increases the effect of damping.
  • the first fluid then joins the first channel 21, possibly via the second channel 22 depending on the variant used, and then opens into the hydraulic compensation chamber 10.
  • the pressure in the hydraulic compensation chamber 10 increases which displaces the first divider 31.
  • This first divider 31 thus exerts a compressive force on the first pneumatic compensation chamber 30.
  • This first pneumatic compensation chamber 30 then has three distinct functions.
  • the first compensation pneumatic chamber 30 stores a portion of the energy generated during the landing of the rotorcraft. Note also that if the landing occurs at a very slow speed, the rolling of the first fluid will be low which induces that the bulk of said energy is then absorbed by the first pneumatic compensation chamber 30.
  • the first pneumatic compensation chamber 30 limits the displacement of the control piston 4. Indeed, the compression of this first pneumatic compensation chamber 30 is limited, when this compression reaches its maximum, it becomes impossible to reduce the volume of the first pneumatic compensation chamber 30 and thus to increase the volume of the hydraulic compensation chamber 10. The control piston 4 is then maintained in a determined static position.
  • the damper 1 is provided with an expansion and compression means provided with a disk 24 secured to one end 23 of the hollow tube 20, more precisely at the end. 23 of the hollow tube 20 closest to the bottom 7 of the rod 5 of the control piston 4.
  • the disc 24 having a plurality of first perforations 28, each first perforation is closed by a first non-return valve 27, possibly calibrated.
  • the first perforations 28 consist of a hollow ring formed in the disc 24, the first non-return valve 27 being a washer closing said hollow ring.
  • the expansion and compression means is provided with second non-return valves 32 closing a plurality of second perforations 33 formed in the head 6 of the control piston 4.
  • the second perforations 33 may consist of a ring hollow formed in the head 6 of the control piston 4, the second non-return valve 32 being a washer closing said hollow ring.
  • the expansion and compression means then comprise an expansion chamber 50 disposed within the control piston 4 between the disc 24 and the control piston head 4.
  • the expansion chamber 50 surrounds the protruding part of the hollow tube 20, namely the part of the hollow tube 20 which protrudes from the compression chamber 3.
  • the shock absorber compresses.
  • the control piston moves, the head 6 of the control piston 4 away from the disc 24.
  • This displacement induces an increase in pressure in the compression chamber which causes a pressure increase in the compensation chamber and therefore the opening of the first nonreturn valve 27.
  • the first fluid contained in the hydraulic compensation chamber 10 can thus go to the expansion chamber 50 passing through the first perforations 28.
  • the displacement of the control piston 4 is not hindered by the presence of this expansion chamber 50.
  • the shock absorber relaxes.
  • the control piston 4 moves, the head 6 of the control piston 4 approaching the disc 24.
  • This displacement induces an increase in the pressure in the expansion chamber 50, said increase for pushing the second valve against -return 32.
  • the first fluid contained in the expansion chamber 50 can thus go into the compression chamber 3 through the second perforations 33.
  • the displacement of the control piston 4 is not hindered by the presence of this expansion chamber 50 .
  • first non-return valve 27 remains on the contrary in position by closing the first perforations 28.
  • the figure 2 presents a second embodiment of the invention.
  • the damper 1 is then equipped with a second pneumatic compensation chamber 40 arranged inside the body 2 and outside the control piston 4.
  • the second compensation pneumatic chamber 40 is arranged between the second channel 22 and the body 2, a second divider separating the second pneumatic compensation chamber 40 from the second channel 22.
  • the first and second pneumatic chambers 30, 40 for compensation are then subjected to distinct pressures.
  • the first pneumatic compensation chamber 30 can thus be subjected to a low pressure of between 4 and 10 bar, while the second pneumatic compensation chamber 40 is subjected to a high pressure of between 25 and 100 bar.
  • the first fluid will then begin by compressing the first pneumatic compensation chamber 30.
  • control piston 4 with a conventional steering cam 60 if the damper is mounted on a directional landing gear.
  • the steering cam then makes it possible to put the wheel of the landing gear in a determined plane when the rotorcraft takes off and no longer touches the ground.
  • the figure 3 shows an isometric view of the compression chamber 3, the damper according to the invention, provided on its outer wall 3 "of radial bores arranged in a helix h.
  • the radial bores 8 ' are not located one above the other. Therefore, the control piston 4 being only able to perform a translational movement along the longitudinal axis AX, a point given piston can pass in front of a single radial bore 8 '.
  • figure 4 shows an isometric view of the compression chamber 3 provided on its inner wall 3 'of radial bores arranged along a helix h.
  • the cylindrical tube has bores vis-à-vis the bores of the compression chamber so that the first channel can communicate with the inside of the compression chamber.
  • the radial opening with variable section 8 comprises a plurality of radial bores 8 'formed in a wall of the compression chamber, the inner wall 3' or the outer wall 3 "of this compression chamber, being arranged according to a helix h.
  • the expansion chamber 50 is optional.
  • the detent means is then not provided with the disc 24 and the first non-return valve 27.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Aviation & Aerospace Engineering (AREA)
  • Fluid-Damping Devices (AREA)
EP08017090.5A 2007-10-11 2008-09-29 Stoßdämpfer eines Fahrzeugs Active EP2048408B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0707131A FR2922286B1 (fr) 2007-10-11 2007-10-11 Amortisseur d'un vehicule

Publications (2)

Publication Number Publication Date
EP2048408A1 true EP2048408A1 (de) 2009-04-15
EP2048408B1 EP2048408B1 (de) 2015-04-15

Family

ID=39512528

Family Applications (1)

Application Number Title Priority Date Filing Date
EP08017090.5A Active EP2048408B1 (de) 2007-10-11 2008-09-29 Stoßdämpfer eines Fahrzeugs

Country Status (5)

Country Link
US (1) US8167099B2 (de)
EP (1) EP2048408B1 (de)
KR (1) KR101034317B1 (de)
CN (1) CN101429983B (de)
FR (1) FR2922286B1 (de)

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FR3001017A1 (fr) * 2013-01-15 2014-07-18 Soben Amortisseur a coefficient d'amortissement variable et train d'atterrissage d'aeronef comportant un tel amortisseur
WO2018060730A1 (en) * 2016-09-29 2018-04-05 Horstman Defence Systems Limited A suspension unit
FR3094435A1 (fr) * 2019-03-28 2020-10-02 Psa Automobiles Sa Amortisseur a double chambres inertielles pour suspension de vehicule automobile

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US8801017B2 (en) 2012-03-26 2014-08-12 Oshkosh Corporation Position dependent damper for a vehicle suspension system
CN105090321A (zh) * 2013-06-25 2015-11-25 蒋超 适于逐级控制缓冲顺序的两级缓冲器
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CN107228149A (zh) * 2017-06-04 2017-10-03 周满阳 液气共存的缓冲装置及缓冲装置阵列
FR3083284B1 (fr) * 2018-06-29 2020-09-18 Hutchinson Tendeur de courroie
CN109027096B (zh) * 2018-09-04 2020-06-19 上海理工大学 一种薄壁小孔式液压缓冲器
CN109533354B (zh) * 2018-12-07 2022-01-25 贵州华阳电工有限公司 二位置离合摩擦阻尼装置
EP3809012A1 (de) * 2019-10-18 2021-04-21 Öhlins Racing AB Vordergabelpositionsabhängige dämpfung für fahrräder und motorräder
KR102274253B1 (ko) * 2020-01-13 2021-07-07 인하대학교 산학협력단 감쇠력 조절이 가능한 항공기용 댐퍼
DE102020106268B3 (de) * 2020-03-09 2021-06-10 Ford Global Technologies Llc Stoßdämpfer und Stoßdämpferanordnung
CN112879479B (zh) * 2021-02-23 2022-03-22 上海交通大学 一种用于冲击试验装置的流体阻尼器

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FR3001017A1 (fr) * 2013-01-15 2014-07-18 Soben Amortisseur a coefficient d'amortissement variable et train d'atterrissage d'aeronef comportant un tel amortisseur
CN103195858A (zh) * 2013-04-15 2013-07-10 沈阳航空航天大学 一种面向冲击负荷的磁流变缓冲单元结构及其控制方法
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KR102474896B1 (ko) 2016-09-29 2022-12-06 호스트만 디펜스 시스템스 리미티드 서스펜션 유닛
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CN101429983B (zh) 2010-10-27
KR101034317B1 (ko) 2011-05-16
US20090095585A1 (en) 2009-04-16
EP2048408B1 (de) 2015-04-15
FR2922286A1 (fr) 2009-04-17
KR20090037318A (ko) 2009-04-15
US8167099B2 (en) 2012-05-01
FR2922286B1 (fr) 2014-02-21
CN101429983A (zh) 2009-05-13

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